Fluid-operating mechanism.



A. A. BROOKS.

FLUID OPERATING MECHANISM.

APPLIOATIO'H FILED MAR. 16, 1911.

1,01 8,121, Patented Jan. 2, 1912.

3 SHEET8-BEEET 1.

M W flying COLUMBIA PLRNOURAPH CO" WASHINGTON, D- C.

A. A. BROOKS.

FLUID OPERATING MECHANISM.

APPLICATION FILED MAR. 15, 1911.

1,01 3,121 Patented Jan.2, 1912. 3 SHEETS-SHEET 2.

con/mi CO.,WASHINUTON n c A. A. BROOKS.

FLUID OPERATING MECHANISM.

APPLICATION FILED MAR.15, 1911.

1,013,121 Patented Jan.2, 1912.

3 QHBBTS-SHEET 3.

COLUMBIA PLANDGRAPH 60., WASHINGTON, D. c

ARTHUR AUGUSTUS BROOKS, OF ASHTONUPONMERSEY, ENGLAND.

FLUID-OPERATING MECHANISM.

Specification of Letters Patent.

Patented Jan. 2,1912.

Application filed. March 15, 1911. Serial No. 614,640.

To all whom it may concern:

Be it known that I, ARTHUR AUcUsTUs BROOKS, a subject of the King ofGreat Britain, residing at Ashton-upon-Mersey, in the county of Chester,England, have invented a new and useful Fluid-Operating Mechanism, ofwhich the following is a specification.

This invention relates to engines or pumps having annular pistonchambers.

The improved engine is characterized by the piston chambers intersectingone another at diametrically opposite points. Each chamber has aseparate piston, and one piston forms an abutment for another, that isto sayin a prime mover, having two piston chambers the piston of eitherchamber is impelled by the pressure acting between its end and one sideof the piston of the other chamber, which crosses its path behind andthereby divides the chamber with a continuously moving abutment. Thepistons are operatively connected to the engine shaft, preferably bytoothed gearing. The admission and discharge may be carried out with asuitable valve arrangement such as by ports uncovered by the pistons orby tappet or by independent slide valves, or by a combination of suchvalves.

In the drawings attached hereunto, an engine made in accordance with myinvention is illustrated in two forms.

Figures 1 to 9 refer to an engine designed for a working fluid underconstant pres sure such as steam or compressed air. It is provided witha controlling and reversing valve, and also a cut off valve.

Reference will first be made to Figs. 1 to 9. Fig. 1 represents alongitudinal section of the engine and Fig. 2 a cross section throughthe casing along line 2 z of Fig. 1. Fig. 3 represents a plan of thepistons shown in Fig. 2; Figs. 1 and 5 diagrammatic vlews of thepositions of the pistons and the valve ports. Fig. 5 represents a planof the ends of the pistons when in contact. Figs. 6 and 7 represent twoviews of the pistons in side and end elevations respectively; Fig. 8,the gearing between the pistons and the motor shaft in elevation, andFig. 9, a plan of the cut off valve.

The casing or body of the engine may be conveniently built up in foursegments of a sphere 1, 2, 3 and 4, Fig. 1. These are formed withflanges 5 which are faced up to make a pressure tight joint, the flangesbeing clamped together with bolts and nuts or studs not shown in thedrawing, in the known way. The ends of the casing or body are recessedand fitted with flanged covers 6 and 7 having bosses 8 and 9 which formthe bearings for the power shaft 10. The end of the latter in the boss 9is provided with a thrust bearing and this is represented by thehardened steel block 11, a screw 12 being provided for adjustment. Thebody or casing is shown with a base part 13 for bolting to a foundation.

In the body or casing are formed two annular chambers 16 and 17preferably of the sectional form shown. These chambers are convenientlymachined by'reason of the body or casing being made in separate sectionsmechanically fixed together so that the joint lies in the central planeof each chamber. The chambers in this example being of the same diameterand having a common center 18, intersect one another in two places thatis to say upon opposite sidesv diametrically.

One piston is employed in each chamber and each is one hundred andeighty degrees in length. The pistons are represented by 20 and 21, seealso Figs. 6 and 7 which show a piston in side and end elevations. Eachend of the pistons is beveled desirably at an angle of forty fivedegrees and the pistons being one hundred and eighty degrees in length,each comes in contact with the other every half revolution of thepiston. in its chamber, the beveled faces 22 being then in rubbingcontact, see Fig. 5 for approximately fifteen degrees with a piston ofthe proportions illustrated. The pistons being long, that is to say halfthe circumference of the annular chamber in length, and a good slidingfit, no packing of any kind is generally required. Along the outer edgesof each piston on the flat sides are cut racks 23 suitable for a bevelgear wheel fixed on the power shaft to. engage with. Two bevel gearwheels 24and 25 are fixed on the power shaft 10 and are inclosed in therecessed part of the casing by the covers 6 and 7 The recessed parts arecut through into each chamber as seen at 26 Fig. 2, the rims of thebevel wheels 21 and 25 projecting through the openings so formed, so asto engage with the racks of the pistons. Each piston in making onerevolution in its chamber engages alternately with the upper part of onebevel wheel and the lower part of the other one, so that during one halfof a revolution it drives the power shaft through one bevel wheel andduring the other half revolution it drives through the other bevelwheel. The bevel wheels are made as large as possible, that is to saythe pistons are engaged thereby at approximately their largest diameterand the teeth of the gears are long so that each piston can engage onebevel wheel before being quite out of gear with the other. In Fig. 8 aplan of the pistons and the bevel gearing alone is shown, the twopistons and 21 being in engagement with the bevel wheel 25.

The working fluid is directed into and out of the annular chambers andthe direction of rotation of the power shaft is controlled, in thefollowing way :F irst, a stop and reversing valve Fig. 1 shown in spigotform, consists of a taper shell formed with two cavities 31 and 32. Fromthe cavity 31 is led the exhaust pipe 33. The inlet passage for theworking fluid is indicated at A and passes to the outside of the casingwhere it is joined up to the supply pipe. There is I an exhaust port 35in the side of the cavity 31. and an inlet port 36 in the opposite sideof the cavity 32. The bottom of the cavity 32 of the valve 30 is openand comes opposite to a cavity 37 in the body i nto which the passage Aruns. The working fluid thus passes first into the cavity 37 and theninto that 32 of the valve. From the valve, the working fluid is ledalong the passage B to a rotating valve portion 38 of the bevel wheel25, see also Fig. 9. A segmental recess 39 is formed in the face of thebevel wheel and this recess permits communication between the passage Band the inlet ports to the annular chambers. In each annular chamberthere are four ports, two diametrically opposite ones being for exhaustand likewise two being for inlet. The inlet ports in the annular chamber16 Fig. 2 are marked S, Y, and the exhaust ports Q, X. In the annularchamber 17 Fig. 3, which is in the plane at right angles to that of 16Fig. 2, the inlets ports are marked T, W,

V and the exhaust ports R, V. The inlet ports of both chambers areconnected together, W being 1n communication wlth Y, and T communicatingwith S. Llkewise the exhaust ports are connected,Vwith X and Rwith Q. InFig. 4, the pistons 20 and 21 are in elevation and assumed to beprojecting from the back half of the casing while the passages indicatedby dot and dash are in the front half. In Fig. 5, which is a view inthe. same plane, the p stons are in section and the passages in the backhalf. Now assuming the working flrid to be admitted to the enginethrough the passage A it passes through the cavity 37 and into thecavity 32 of the stop and reversing valve 30, Figs. 1 and 4. Thence itpasses through the port 36 in. the valve into and along the passageindiiosition, also in Fig. 9, along the passages b and G and into theinlet .port Y, see also Fig. 2, thence to the annular chamber 16 andalso through the passage 6 and along the passage D see Fig. 5, to theinlet port T of the annular chamber 17 Figs. 3 and 5. The piston 20 iscovering the exhaust port V and the piston 21 likewise the exhaust portQ. The fluid pressure entering at Y and T drives the pistons in thedirection of the arrows see Figs. 3 and 4, the piston 20 acting as theabutment of the piston 21 and the latter acting at the same time as theabutment of piston 20. l/Vhen theback end of the piston 20 has uncoveredthe exhaust port V, the working fluid is directed therethrough to theport 35 in the valve 30 along the passages V X and X J, into the passageK. V hen the piston 21 has uncovered the port Q, the working fluid whichentered Y passes through the port Q to R along the passages Q, R and R Jand thence by the passage K Fig. 4; to the cavity 31 of the valve 30.The passage K is duplicated and marked is, likewise the passage B andmarked Z). The valve 38 indicated by dotted lines in Fig. 4, is alsoduplicated andmarked 38 one being formed in each bevel wheel. The lengthof the cavity 39 therein is so proportioned that each bevel may act as acut off valve thus allowing the working fluid to expand in the chambers,and also, the covering portion 6 Fig. 9, prevents the working fluidbeing admitted to the chambers during the time the end of each piston iscrossing the intersecting parts of the chambers and the pistons are incontact, as seen in Fig. 5, thus preventing the free escape of theworking fluid to the exhaust outlet. hen the valve 30 is reversed, thecavities 35 and 36 thereof are brought opposite the exhaust and inletpassages 70 and 7) respectively and the engine will work in the oppositedirection. A handle such as 40 may be fixed to the part 33 of the valve30 by which it can be turned around. The bearing of the shaft in theboss 8 is shown with a packing 41.

It will be noted in the foregoing explanation, that the inlet ports areas follows :In chamber 16, S and Y, Figs. 4 and 5, and in chamber 17Figs. 3, 4 and 5, T and IV. The exhaust ports are as follows2-In chamber16 Fig. 2, and Figs. 4 and 5, Q and X and in chamber 17 Fig. 3, andFigs. 4 and 5, R and V. If it is desired that the engine should work inthe opposite direction to that described and indicated by the arrows inPig. 1, then the valve 30 is reversed so that the passage K is closedand the passage Is 1s opened to the exhaust. At the same tlme, passage Bis closed to the entering fluid and passage 5 is opened, the fluid thuspassing through valve 38 Fig. 4, instead of through 38 as before. Theinlet ports now become Q and X in chamber 16, see Fig. 2, and R and V inchamber 17, see Fig. 3. The exhaust ports also, now become S and Y inchamber 16, see Fig. 2, and T and W in chamber 17, see Fig. 8. Thefunctions of the ports are thus changed.

The annular chambers may be of any suitable form in cross section, thatshown namely, a segment of an annulus is however at present consideredto be most convenient.

The valve 38, by closing the passages B and I), while the ends of thepistons are crossing the intersecting parts of the chambers, acts as acut off valve thus allowing the Working fluid to expand in the chambers.

The engine described with reference to Figs. 1 to 9, may be used as arotary pump or as an air compressor by driving the shaft 10. The methodof driving the shaft from the pistons by means of bevel gearing is atpresent considered to be the most suitable one.

What I claim as my invention and desire to secure by Letters Patentis 1. A fluid operating mechanism compris ing in combination, a casinghaving circular chambers angularly disposed with respect to each otherand intersecting at a plurality of points, said chambers havingcrosssections of trapezoidal formations, a sliding piston in eachchamber adapted to be operated by a suitable fluid, and meanscontrolling the movement of said pistons to cause one to act as a fluidabutment to effect fluid propulsion of the other.

2. An engine having two piston chambers intersecting at diametricallyopposite points, a sliding piston in each chamber of a lengthapproximately one hundred and eighty degrees, and having a beveled rackalong two opposite sides, a power shaft with its axis intersecting theaxis of the two annular chambers and having a bevel wheel fixed near toeach end so as to gear with the racks of the pistons and be revolvedthereby, each piston being always in gear with one of the bevel wheelsand being relatively positioned so that both pistons canactsimultaneously as abutments, each for the other at the points ofintersection of the chambers.

8. In engines having piston chambers intersecting at diametricallyopposite points at a relative angle of ninety degrees and slidingpistons each of which can act simultaneously as a moving abutment foranother, a toothed rack on opposite sides of each piston and two beveltoothed wheels fixed to the power shaft so as to engage with the pistonssubstantially as described.

4. A fluid operating mechanism comprising in combination, a casinghaving chambers angularly disposed with respect to each other andintersecting each other, a sliding piston in each chamber adapted to beoperated a fluid pressure, means controlling the movement of said pistonto cause one to act as a fluid abutment to eflect fluid propulsion ofthe other, and a shaft extending through said mechanism and connectedwith said means.

5. A fluid operating mechanism comprising in combination, a casinghaving a plurality of circular chambers intersecting each other, abodily slidable piston in each chamber disposed radially outwardly withrespect to its axis of rotation and each piston being driven by fluidpressure, and means engaging the pistons at points remote from theiraxes of bodily rotation to cause one to act as a fluid abutment toeffect fluid propulsion of the other, substantially as described.

6. A fluid operating mechanism comprising in combination, a casinghaving a plurality of chambers intersecting each other, a bodilyslidable piston rotatably mounted in each chamber and disposed radiallyoutwardly with respect to its axis of bodily rotation and each pistonbeing driven by fluid pressure, and means engaging the pistons to causeone to act as a fluid abutment to eflect fluid propulsion of the other,substantially as described.

7. A fluid operating mechanism comprising in combination, a casinghaving a plurality of chambers intersecting each other, a bodilyslidable piston in each chamber driven by fluid pressure and eachrotating about its own axis, and means engaging the pistons at pointsremoved from their axes of bodily rotation to cause one piston to act.as a fluid abutment to effect fluid propulsion of the other,substantially as described. 8. A fluid operating mechanism comprising incombination, a casing having chambers angularly disposed with respect toeach other and intersecting each other, a slidable piston in eachchamber operated by fluid pressure and disposed radially outwardly fromtheir axes of rotation, and means disposed at one side of the axes ofrotation of said pistons for controlling the movement of said pistonswith respect to each other to cause one to act as a fluid abutment toeffect fluid propulsion of the other, substantially as described.

9. A fluid operating mechanism comprising in combination, a casinghaving circular intersecting chambers, a sliding piston in each chamberoperated by fluid pressure and provided with tapering ends, and meanscontrolling the movement of said pistons to cause one to act as a fluidabutment to trolling said pistons to cause one to act as 10 eflect fluidpropulsion of the other, substana fluid abutment to effect fluidpropulsion tially as described. of the other, substantially asdescribed.

10. A fluid operating mechanism com- In testimony whereof I aifiX mysignaprising in combination, a casing having inture in presence of twoWitnesses. tersecting circular chambers disposed ra- ARTHUR AUGUSTUSBROOKS. dially outwardly with respect to their cen- WVitnesses: ters, abodily slidable piston in each cham- RIDLEY JAMES URQUHART, ber drivenby fluid pressure, and means con- MALCOLM SMETHURsT.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

